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Ferrari 166 S
Ferrari 166 S
Ferrari 166 S
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Ferrari 166 S
Ferrari 166 MM
1949 Mille Miglia and Le Mans-winning Ferrari 166 MM
Overview
ManufacturerFerrari
Production1948–1953
3 (Sport)
9 (Spyder Corsa)
47 (MM and MM/53)[1]
DesignerFederico Formenti[2] at Touring[3]
Allemano
Body and chassis
ClassSports car/Race car
Body styleBerlinetta
Spider
LayoutFR layout
Powertrain
Engine2.0 L (1995.02 cc) Colombo V12
Transmission5-speed manual
Dimensions
Wheelbase2,420 mm (95 in)
2,200 mm (87 in) (MM)
Curb weight800 kg (1,764 lb) (S, berlinetta)
650 kg (1,433 lb) (MM, spider)
Chronology
PredecessorFerrari 159 S
SuccessorFerrari 195 S

The Ferrari 166 S is a sports car built by Ferrari between 1948 and 1953, as a evolution of its Colombo V12-powered 125 S racer. It was adapted into a sports car for the street in the form of the 166 Inter.

Only 12 Ferrari 166 S were produced, nine of them with cycle-fenders as the Spyder Corsa. It was soon followed by the updated and highly successful Ferrari 166 MM (Mille Miglia), of which 47 were made from 1948 to 1953. Its early victories in the Targa Florio and Mille Miglia and others in international competition made the manufacturer a serious competitor in the racing industry.[4] Both were later replaced by the 2.3 L 195 S.

Design

[edit]

The 166 shared its Aurelio Lampredi-designed tube frame[5] and double wishbone/live axle suspension with the 125. Like the 125, the wheelbase was 2420 mm long. Nine 166 Spyder Corsas and three 166 Sports were built. The first two 166 S models were coachbuilt by Carrozzeria Allemano and the last one by Carlo Anderloni at Carrozzeria Touring. Majority of the 166 MM cars were bodied at Touring in a barchetta form.

The 1.5 L Gioacchino Colombo-designed V12 engine of the 125 was changed, however, with single overhead camshafts specified and a larger 2.0 L (1995 cc/121 in³) displacement. This was achieved with both a bore and stroke increase, to 60 by 58.8 mm respectively. Output was 110 PS (81 kW) at 5,600 rpm to 130 PS (96 kW) at 6,500 rpm with three carburetors, giving top speed of 170–215 km/h (106–134 mph).[6][7] For the 166 MM power output rose to 140 PS (103 kW) at 6,600 rpm and top speed to 220 km/h (137 mph).[8]

Motor Trend Classic named the 166 MM Barchetta as number six in their list of the ten "Greatest Ferraris of all time".[9]

Racing

[edit]

The Ferrari 166 S won Targa Florio with Clemente Biondetti and Igor Troubetzkoy in 1948. In 1949, Biondetti also won in the 166 SC with Benedetti as co-driver. The 166 S won 1948 Mille Miglia, also driven by Biondetti, this time with Giuseppe Navone.[10] In 1949 Mille Miglia, the Ferrari 166 MM Barchettas scored 1-2 victory with Biondetti/Salani and Bonetto/Carpani respectively.[11] In 1949, the 166 MM also won the 24 Hours of Le Mans in the hands of Luigi Chinetti and Lord Selsdon, and so the 166 was the only car ever to win all three races.[12] Another 166 won the 1949 Spa 24 Hours.

A 166 chassis, this time with the bigger 195 S engine, won the Mille Miglia again in 1950 with drivers Giannino Marzotto and Marco Crosara.

Surviving examples

[edit]

The oldest Ferrari car with an undisputed pedigree[citation needed] is s/n 002C, a 166 Spider Corsa which was originally a 159 and is currently owned and driven by James Glickenhaus. S/n 0052M, a 1950 166 MM Touring Barchetta was uncovered in a barn and was shown in public for the first time since 1959 in the August 2006 issue of Cavallino magazine. One 166 MM, 1949 s/n 0018M, was bodied by Zagato in 'Panoramica' style, very similar to their one-off Maserati A6 1500, also designed by Vieri Rapi. It is considered as first Ferrari coachbuilt by Zagato. A year later it was rebodied as Zagato Spyder.[13] The original car was recreated in 2007 as part of Zagato's Sanction Lost programme.[14]

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See also

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References

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Revisions and contributorsEdit on WikipediaRead on Wikipedia

Ferrari 166 S

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from Grokipedia
The Ferrari 166 S is a rear-wheel-drive sports racing car introduced by Ferrari in 1948, powered by a 2.0-liter (1995 cc) Colombo-designed V12 engine producing 140 horsepower at 6,600 rpm, and it represented a pivotal evolution in the marque's early competition efforts with its tubular steel chassis and lightweight construction. Developed as a successor to the 125 S and 159 S models, the 166 S featured a single overhead camshaft (SOHC) V12 with three Weber 32 DCF carburetors, a 10:1 compression ratio, and a five-speed manual transmission, enabling a top speed of approximately 130 mph (209 km/h) and acceleration from 0-62 mph in 8.7 seconds. Only three examples of the 166 S were produced (chassis numbers 001S to 005S, with some conversions), making it a rare prototype series built primarily for top-level Grand Prix and endurance racing. The car's debut season in 1948 marked Ferrari's first full year of international competition, with chassis 003/S securing victory in the prestigious Mille Miglia driven by Clemente Biondetti, while other successes included the Giro di Sicilia and podium finishes at the Coppa d'Oro delle Dolomiti. This racing prowess directly inspired the production 166 MM variant, of which 33 units were built between 1948 and 1950, expanding the formula for customer racers and road-going variants bodied by coachbuilders like Carrozzeria Touring. The 166 S's tubular Gilco , with a 2,420 wheelbase, independent front suspension, live rear , and hydraulic , provided agile handling suited to circuits and rallies, weighing around 800 kg dry. Its achievements, including class wins at the and in 1949 for the related MM models, solidified Ferrari's reputation as a dominant force in European and laid the groundwork for the company's enduring legacy in high-performance engineering.

Development and Production

Historical Context

Following , transformed his pre-war team, —originally established in 1929 to compete with vehicles—into a full-fledged automobile manufacturer in , marking a decisive shift from reliance on components to developing proprietary in-house designs. This transition was driven by ambition to create independent sports racers, beginning with the debut of the , which utilized a new Colombo-designed but still incorporated some -inspired engineering principles from his earlier tenure. The move allowed Ferrari to compete more aggressively in the European scene, where lightweight, high-performance prototypes were essential for success in endurance events. The design philosophy for Ferrari's early post-war cars drew inspiration from pre-war models, which had raced extensively in , emphasizing compact, agile chassis and supercharged powertrains suited to demanding circuits and road races. After the war, the Italian automotive industry faced material shortages and regulatory hurdles, creating a pressing need for innovative, lightweight sports racers that could revive national motorsport prestige while adhering to emerging FIA categories for 2.0-liter engines. This context positioned Ferrari to evolve beyond modified pre-war designs, focusing on reliability and outright performance to challenge established rivals like and . A pivotal moment came during the 1947 Mille Miglia, where the , entered by drivers Franco Cortese and Adelmo Marchetti, suffered a mid-race breakdown and failed to finish, exposing limitations in power output and mechanical durability against competitors like the victorious 2500 SS. This disappointing result, amid broader reliability issues in the model's inaugural season, underscored the 125 S's inadequacies for grueling long-distance events and prompted rapid development of a successor with enhanced capabilities. In response, Ferrari introduced the 166 S in early 1948, debuting competitively at the in April and achieving a breakthrough victory at the in May, driven by Clemente Biondetti and Giuseppe Navone in an Allemano-bodied . This timeline reflected Enzo Ferrari's accelerated engineering efforts to scale from 1.5 liters to 2.0 liters, enabling the model to contest the 2.0-liter class more effectively. The 166 S's success at these events solidified Ferrari's emergence as a formidable contender.

Design and Engineering

The Ferrari 166 S's engineering centered on refining the Colombo V12 engine, originally conceived by as a compact 60-degree unit for Ferrari's early postwar racers. Colombo's foundational design emphasized high-revving performance through a short-stroke layout and single overhead per bank, but for the 166 S, took over the development, enlarging displacement to 1,995 cc while optimizing and breathing for improved power delivery and reliability under racing stresses. The adopted a tubular steel frame produced by Gilco, which provided torsional rigidity while keeping weight low, drawing inspiration from the multi-tubular constructions seen in prewar racers and Ferrari's own Tipo 125. Front suspension featured independent unequal-length wishbones with a transverse and hydraulic shock absorbers, enhancing handling precision, while the rear employed a live with semi-elliptic for simplicity and durability in endurance events. Aerodynamic considerations for the open-top bodies prioritized smooth, flowing contours to reduce drag, with coachbuilders like Carrozzeria Touring employing empirical shaping based on track feedback rather than advanced analysis, which was limited in the late 1940s Italian automotive industry. These designs incorporated tapered noses and faired rear wheels to manage airflow over the exposed , balancing speed with structural integrity. Weight reduction strategies focused on lightweight materials, achieving a target curb weight under 800 kg through aluminum alloy body panels riveted or welded to a subframe of tubes in the Superleggera method pioneered by Touring, which minimized mass without compromising safety or . This approach, combined with sparing use of non-essential components, enabled agile performance on twisting circuits.

Production Details

The Ferrari 166 S entered a limited production run in , with only three units constructed (chassis 001S, 003S, 005S). This small-scale output reflected Ferrari's early focus on engineering rather than mass , with the prototypes serving as a bridge between experimental racers and the customer-oriented 166 MM sports cars. The limited 166 S prototypes directly led to the production 166 MM series for customers. Vehicles were hand-assembled at Ferrari's facility, where skilled workers fabricated the tubular steel chassis—often sourced from Gilco in —before integrating the Colombo-designed and other components. Bodywork was typically outsourced to renowned Italian coachbuilders, with producing examples using their patented lightweight aluminum "Superleggera" technique for enhanced rigidity and reduced weight. Other firms, such as and , contributed occasional custom designs, allowing for varied configurations like barchettas and berlinettas. Positioned as a semi-production racer, the 166 S followed a sales model tailored to affluent privateers and Ferrari's own works teams, emphasizing versatility for both competition and grand touring. Buyers could specify options like setups and trim levels, fostering direct engagement between clients and the engineers. The model evolved from earlier prototypes, with chassis numbering in the odd "S" series (e.g., 001S to 005S). This progression marked Ferrari's shift toward standardized yet customizable sports prototypes.

Technical Specifications

Engine and Performance

The Ferrari 166 S featured a Colombo V12 engine with a displacement of 1,995 cc, configured as a 60° V12 with a single overhead camshaft per bank and two valves per cylinder. Only three examples were produced, emphasizing its prototype status. This short-stroke design (bore and stroke of 60 mm × 58.8 mm) emphasized high-revving characteristics suitable for competition, delivering 110 to 130 hp (81 to 96 kW) at 5,600 to 6,500 rpm with three carburetors. The engine employed three Weber 32 DCF carburetors for fuel delivery and dry sump lubrication to maintain oil pressure during demanding track use. Power was transmitted through a 5-speed manual gearbox with synchromesh. Performance testing from the era indicated a top speed of 170–215 km/h (106–134 mph), with acceleration from 0-60 mph achieved in under 10 seconds, underscoring the model's dynamic capabilities on road and circuit. Fuel consumption typically ranged from 15-20 under mixed conditions, reflecting the engine's thirst for fuel in its high-revving, race-oriented operation.

Chassis and Suspension

The Ferrari 166 S utilized a welded tube ladder-frame , manufactured by Gilco in , which formed the structural backbone of the vehicle and ensured sufficient torsional rigidity for demanding racing conditions. This design evolved from earlier Ferrari models like the 125 S, incorporating cross-bracing elements to maintain frame integrity under high lateral loads. The dimensions included a of 2,420 mm (95.3 in), with front track width of 1,250 mm (49.2 in) and rear track of 1,200 mm (47.2 in), proportions that contributed to the car's agile cornering and balanced . Suspension at the front was independent, featuring unequal-length wishbones paired with a transverse and hydraulic shock absorbers, providing precise control and compliance over uneven surfaces. In the rear, a rigid live was suspended by semi-elliptic leaf springs and hydraulic dampers, with an optional to reduce body roll during spirited driving. This configuration delivered a ride that balanced road comfort with track-ready responsiveness, enabling the 166 S to excel in endurance events by minimizing wheel hop and maintaining stability. Braking was handled by four-wheel hydraulic drum brakes, operated via a single-circuit , which offered adequate for the era while integrating seamlessly with the lightweight . Steering employed a worm-and-sector mechanism, delivering direct input and feedback essential for the car's nimble handling characteristics. Overall, these elements defined the 166 S's handling prowess, allowing it to navigate tight circuits and long-distance rallies with confidence-inspiring poise.

Body Configurations

The three Ferrari 166 S prototypes featured varying body configurations, including an open-top and a , bodied by coachbuilders such as Carrozzeria Allemano and Carrozzeria Touring, with lightweight aluminum panels to optimize weight distribution and racing agility. These designs emphasized functionality for competition, with minimalist cockpits. Enclosed berlinetta variants provided a more protected cabin suitable for endurance races or road driving, characterized by smooth, flowing lines that enclosed the cockpit while maintaining the car's compact proportions. Carrozzeria Touring also bodied one example as a coupe using their innovative Superleggera aluminum construction, which fixed lightweight panels to a tubular frame for reduced mass without compromising rigidity; this configuration included a unique Aerlux panoramic sunroof for enhanced visibility. Aerodynamic refinements across configurations included cycle fenders that partially exposed the wheels to minimize and cut-down door profiles that lowered the side , contributing to a reduced essential for the era's . were spartan and driver-focused, equipped with padded bucket seats for support during prolonged sessions, a compact housing Jaeger gauges for , oil pressure, and monitoring, and an exposed mechanical shifter for precise control.

Variants

166 MM

The Ferrari 166 MM emerged in 1948 as a dedicated evolution of the 166 S, the customer racing version derived from the 166 S prototype, with key adaptations aimed at conquering endurance events like the Mille Miglia by prioritizing durability and sustained high-speed performance over the race's grueling 1,000-mile public-road course. The chassis, constructed from elliptical-section steel tubes by Gilco, underwent reinforcements to enhance structural integrity and vibration resistance under prolonged stress, allowing the car to handle the event's mix of straights, corners, and rough surfaces without compromise. Central to its racing prowess was the refined Colombo-designed 2.0-liter V12 engine, bored and stroked to 1,995 cc, which was tuned for greater output through larger valves, optimized porting for improved breathing, and triple Weber carburetors, achieving approximately 140 bhp at 6,600 rpm in competition specification. This power increase was paired with a robust 5-speed manual gearbox, enabling precise gear selection and efficient power delivery across the wide range of speeds encountered in endurance racing. Carrozzeria Touring contributed essential body refinements to the lightweight aluminum design, featuring aerodynamic cycle fenders and a revised radiator housing with enhanced airflow ducts for superior cooling during extended high-output operation. Approximately 47 examples were produced, including 25 , primarily allocated to Ferrari's efforts and privateers, with numbers such as 0010M exemplifying the model's focused application in factory-backed campaigns.

166 MM/2

The Ferrari 166 MM/2, introduced in 1950, served as an evolution of the 166 MM, specifically tailored for enhanced performance in hillclimb and sprint competitions through engineering adjustments. By employing simplified bodywork and offering an optional shorter , the car's dry weight was approximately 650 kg, maintaining agility in line with its predecessor. The engine, a 2.0-liter V12 shared in core components with the 166 MM, was upgraded in tuned examples to deliver up to 160 hp via higher compression and dual ignition, enabling quicker and better responsiveness on demanding courses. This power increase, combined with three , allowed the variant to excel in short, high-intensity events without compromising the V12's inherent balance. Embodying a minimalist design, the 166 MM/2 featured pared-down aluminum paneling that emphasized low drag and nimble handling, with only 3-4 units produced to meet the needs of select racers. Adaptations such as stiffer suspension with improved shock absorbers from later Ferrari models like the 212 further optimized it for twisty hillclimb routes, providing superior grip and stability during rapid direction changes.

Other Derivatives

The Ferrari 166 Inter represented a grand touring adaptation of the 166 S platform, featuring a detuned version of the with reduced compression and a single to prioritize road usability over outright performance, producing approximately 110 horsepower at 6,000 rpm. This model incorporated luxury interiors with options for custom coachwork by renowned Italian firms such as Touring and , including leather upholstery, enhanced instrumentation, and enclosed body styles like coupes and cabriolets to appeal to affluent buyers seeking long-distance comfort. Approximately 38 examples of the 166 Inter were produced between 1948 and 1950, marking Ferrari's initial foray into dedicated road cars derived from its racing lineage. One-off specials derived from the 166 S included the 166 F2/50, a Formula 2 racer built in limited numbers around 1950 with a 2.0-liter naturally aspirated V12 initially delivering competitive power for the category, though select chassis were modified with Roots-type superchargers for events, boosting output to as much as 230 horsepower. These custom variants, often with open-wheel monoposto bodies, numbered fewer than ten and served as experimental platforms to test engine configurations and beyond standard applications. Export versions of the 166 S platform were tailored for international markets, including right-hand-drive configurations for the and modifications for the American market such as reinforced chassis like the SC (Sport Corsa) variants to accommodate varying road conditions and import preferences. These adaptations, which included subtle suspension tweaks and alternative body mounts, facilitated sales to U.S. enthusiasts and accounted for a portion of the model's global distribution in the late 1940s. In total, the 166 S inspired around 10-15 lesser-known derivatives, encompassing prototypes such as the 195 S, which enlarged the to 2.35 liters for enhanced power while retaining the core tubular chassis design, with only a handful built in 1950 as a bridge to subsequent models.

Racing History

1948 Season

The Ferrari 166 S made its racing debut at the 1948 on April 4, where chassis number 001S, entered by Scuderia Inter and driven by with Clemente Biondetti as co-driver, secured overall victory in the demanding 170-kilometer event around the Sicilian mountains. This triumph, completed in 12 hours and 10 minutes at an average speed of 45 km/h, marked the model's first competitive success and highlighted the potential of Ferrari's new 2-liter V12-powered against established rivals like and . A second 166 S entry, chassis 020I driven by Franco Cortese and Righetti for , retired due to mechanical failure during the race. The model's promising start continued at the prestigious on May 2, though results were mixed for the 166 S variants. Chassis 020I, piloted by Franco Cortese and Adelmo Marchetti as entry number 10 for , encountered issues and the 1,600-kilometer road race from to and back, underscoring early teething problems in conditions. Another 166 S, chassis 001S driven by Bruno Sterzi and Righetti, also retired, but the 166 S (chassis 003S) achieved overall victory that year, boosting confidence in the platform's design. Throughout the summer, the 166 S saw increased entries in Italian hillclimb events, including the Coppa d'Oro delle Dolomiti on July 11, where two cars competed: chassis 003S driven by Bianchetti and Navone retired, while chassis 012I, with Bruno Sterzi and Monari for , finished 9th. Across four to five such national hillclimbs and circuit races like the August 15 Circuito di —where 166 S entries achieved a 2nd place for Sterzi in chassis 012I, 5th for in 020I, and other finishes—Ferrari fielded multiple cars, gaining valuable data on high-altitude performance and handling. These outings demonstrated the 166 S's agility on twisty roads but exposed reliability challenges, particularly overheating of the V12 engine under prolonged stress. Mid-season factory interventions addressed these concerns through refinements to the cooling system and , improving durability for later 1948 events such as the September 12 Hours of , where chassis 016I driven by claimed victory. The driver lineup, featuring works-supported talents like , Biondetti, and Sterzi alongside privateers, provided diverse feedback that shaped the model's evolution. Overall, the 1948 season established the 166 S as a competitive force, with its win representing Ferrari's breakthrough in international . The 166 S and related variants amassed over 20 outright victories in major events from 1948 to 1950.

1949 Season

The 1949 season marked the Ferrari 166 S's pinnacle of success, with the model securing multiple high-profile victories that solidified Ferrari's reputation in international . The 166 MM variant achieved a back-to-back triumph at the , where Clemente Biondetti and Ettore Salani piloted 0008M to overall victory, completing the 1,603 km course in 12 hours, 7 minutes, and 5 seconds at an average speed of 131.5 km/h (81.7 mph). This result also included a 1-2 finish for the model, with Felice Bonetto and A. Carpani in second place, demonstrating the reliability and speed of Scuderia Ferrari's factory entries. Factory-supported efforts extended to endurance racing, where the 166 MM excelled at major events. At the , and Lord Selsdon (Peter Mitchell-Thomson) claimed overall victory in chassis 0008M, marking Ferrari's at the prestigious race and sweeping the S 2.0 class with additional entries finishing third overall. Just weeks later, paired with Jean Lucas to win the 24 Hours of Spa-Francorchamps outright in another 166 MM, further showcasing the model's endurance prowess under works preparation. Privateer teams amplified the 166 S's dominance across Europe, contributing to more than ten victories in regional competitions that year. Notable successes included Roberto Vallone's wins at the Napoli Grand Prix, Giro dell'Umbria, and Coppa d'Oro delle Dolomiti, alongside Bruno Sterzi's triumph at the Coppa Inter-Europa; these results highlighted the model's accessibility and performance for independent entrants in events like hillclimbs and circuits. Scuderia Ferrari's logistics evolved to support this expanded campaign, bolstering its driver roster with international talent such as , who handled key overseas races while coordinating with core Italian pilots like Biondetti and Bracco. This strategy enabled broader participation and logistical reach, from domestic Italian rallies to Belgian and French endurance challenges.

Post-1949 Competitions

Following its successes in 1948 and 1949, the Ferrari 166 S and its variants, including the 166 MM, continued to compete in international endurance events through the early , with modifications to the and to meet updated FIA regulations for categories. The 166 series also featured prominently at the inaugural 6 Hours of Sebring in December 1950, where entries excelled; Jim Kimberly and Marshall Lewis secured second overall and first in the S2.0 class aboard chassis 0010M, while William Spear and Ed W. Roberts Jr. finished fourth overall in chassis 0054M, adapting the car's lightweight tube-frame construction for the demanding circuit. Similar adaptations, such as enlarged 195 cc cylinders for variants like the 195 S, allowed continued competitiveness in events through 1953, though outright wins became rarer against larger-displacement rivals. Private owners prolonged the 166's racing career in national and regional competitions across and the Americas, with updates like revised suspension and bodywork to challenge emerging models such as the 250 S. Notable privateer efforts included Cunningham's multiple entries at Bridgehampton in 1950 and 1951, yielding a win in the E 3000 class in 1950 and overall victory in 1951, and Victor Polledry's participation in the 1952 Coupes du Salon sports car race with a 166 C variant. Across all variants, the 166 S amassed over 50 race starts from 1950 to 1953, predominantly by privateers, as official support waned by 1951 in favor of more powerful successors. This shift culminated in the introduction of the 250 MM in 1952, which supplanted the 166's role in top-tier and signaled the end of the model's competitive peak.

Legacy and Preservation

Racing Achievements and Impact

The Ferrari 166 S and its racing derivatives, particularly the 166 MM, amassed over 35 victories in international sports car events from 1948 to 1953, establishing Ferrari as a dominant force in the 2.0-liter class. These successes included outright wins at prestigious endurance races, such as the 1948 and 12 Hours of , where the model demonstrated superior reliability and speed on demanding circuits. In alone, the 166 MM secured victories at the , , and 24 Hours of Spa-Francorchamps, a that propelled Ferrari to the forefront of global . Prominent drivers played pivotal roles in these triumphs, with Clemente Biondetti achieving back-to-back wins in 1948 and 1949 aboard 166 variants, adding to his legacy as one of the event's most successful competitors. delivered Ferrari's inaugural victory in 1949, co-driving a 166 MM Barchetta with Lord Selsdon and handling nearly 23 hours of the race solo, a feat that underscored the model's endurance capabilities. Works drivers like "Nino" Farina and also contributed through consistent podiums and class wins in events like the 1948 Garda Grand Prix, enhancing Ferrari's reputation for fielding elite talent. Technologically, the 166 S featured an innovative tubular chassis designed by , which provided exceptional rigidity and handling, setting a benchmark for Ferrari's subsequent spaceframe constructions used in models through the and beyond. This engineering foundation influenced the evolution of Ferrari's V12 powertrains under Lampredi's guidance, enabling scalable designs that powered championship-winning racers in later eras. The racing prowess of the 166 S transformed Ferrari's image from a promising upstart to an enduring global icon in competition, inspiring a generation of enthusiasts and solidifying the emblem as synonymous with victory and innovation.

Surviving Examples

Of the approximately 47 Ferrari 166 MM produced between 1948 and 1953, an estimated 25 to 30 examples are known to survive today, preserved through meticulous collector efforts and documented in specialized registries. These survivors represent a mix of Spyder Corsa prototypes and later variants, with many retaining significant original components despite decades of use and storage. One prominent survivor is chassis 0010M, a 1949 Ferrari 166 MM bodied by Carrozzeria Touring, which finished second overall in the 1949 and won the 24 Hours of Spa-Francorchamps that same year in the hands of and Jean Lucas. Currently held in a private collection owned by Microsoft co-founder , this car has undergone restoration to maintain its concours-ready condition and continues to appear at historic events, underscoring its role as one of the earliest and most raced examples. Another notable example is chassis 024MB, a 1950 Ferrari 166 MM/212 Export originally rebodied as a "Uovo" by Carrozzeria Fontana and later shipped to for the 1953 . Following periods of racing and storage, it received extensive restoration in the United States during the 1960s and 1970s, including rebodying efforts, and has since been displayed at events like the Pebble Beach Concours d'Elegance, where it competed in the Del Monte Trophy for modified cars. In 2017, this chassis sold at Monterey auction for $4,510,000, reflecting the model's enduring collector appeal and the premium placed on documented racing provenance. Preserving these rare vehicles presents significant challenges, particularly in verifying authenticity through Ferrari's official Classiche certification program, which requires examination of the original , , and body to confirm matching numbers and historical accuracy. Owners often face difficulties sourcing period-correct parts due to the cars' age and the custom nature of early Ferrari components, leading to reliance on expert workshops for non-invasive repairs that preserve originality without compromising structural integrity. This process ensures that survivors like the 166 S remain verifiable artifacts of automotive history, eligible for prestigious events such as the retrospective.

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  45. https://www.carrozzieri-italiani.com/events/mille-miglia-1949/
  46. https://www.racingsportscars.com/results/Mille_Miglia-1949-04-24.html
  47. https://www.ferrari.com/en-EN/history/moments/1949/triumph-at-le-mans
  48. https://rossoautomobili.com/blogs/magazine/ferrari-166-mm-barchetta-establishing-an-automotive-icon
  49. https://www.racingsportscars.com/type/archive/Ferrari/166%20S.html
  50. https://www.racingsportscars.com/results/Sebring-1950-12-31.html
  51. https://www.racingsportscars.com/results/Bridgehampton-1950-06-10.html
  52. https://www.racingsportscars.com/results/Montlhery-1952-10-05-6067.html
  53. https://www.racingsportscars.com/type/results/Ferrari/166%20MM.html
  54. https://www.ferrari.com/en-EN/magazine/articles/celebrating-ferrari-166-mm-1949-success
  55. https://www.grandprix.com/gpe/drv-biocle.html
  56. https://www.24h-lemans.com/en/news/24-hours-of-le-mans-ferraris-debut-with-the-166-mm-56964
  57. https://www.supercars.net/blog/1948%25E2%2586%25921950-ferrari-166-mm-barchetta-2/
  58. https://www.forza-mag.com/issues/175/articles/creating-ferrari-s-first-championships
  59. https://www.motorsportmagazine.com/archive/article/march-2024/78/ferrari-166-race-car-of-the-century-shortlist/
  60. https://exoticcarmarketplace.com/the-ferrari-166-mm-the-birth-of-a-legend/
  61. http://www.barchetta.cc/english/all.ferraris/detail/024mb.166mm.htm
  62. https://www.ferrari.com/en-EN/auto/classiche-certification
  63. https://www.sportscarmarket.com/profile/1949-ferrari-166-mm-barchetta
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